Spring suspension for vehicles.



E. BUGATTI.

SPRING SUSPENSION FOR VEHICLES.

APPLICATION FILED DEC. 20, 1911.

Patented Mar. 11, 1913.

3 SHEETS-SHEET 1.

E. BUGATTI.

SPRING SUSPENSION FOR VEHICLES.

APPLICATION FILED D110. 29, 1911.

1,055,314. Patented Mar. 11,1913.

3 SHEETS-SHEET 21 EL BUGATTI.

SPRING SUSPENSION FOR VEHICLES.

APPLICATION FILED 11110.29, 1911.

1,055,314. 1 Patented Mar. 11, 1913.

1 3 SHEETS-SHEET 3.

Fly; 5,

i O O O L li/ I 1 a d H l 1 Fig. 6.

ET'I'ORE BUGATTI, OF MOLSHEIM, GERMANY.

SPRING SUSPENSION FOR. VEHICLES.

Specification of Letters Patent.

Patented Mar. 11, 1913.

Application filed December 29, 1911. Serial No. 668,498.

To all whom it may concern Be it known that I, E'r'ronn BUGA'P'II, a subject of the King of Italy, and residing at Molsheim, Alsace, German Empire, have invented certain new and useful Improvements in Spring Suspension for Vehicles, of which the following is a specification.

The present invention has reference to improvements in means for elastically connect ing the frame or body of vehicles, preferably of automobiles, with the wheel axles,and it relates more specifically to a novel manner of securing single armed suspension springs to the frame and -the wheel axles respectively, and the particular object of my in -vention is to obtain a safe, simple and effective spring support for the frame, conducive to comfortable riding, with-relatively little up and down play, andalso a certain lateral play to counteract one-sided strain on the parts, occasioned by obstructions in the road bed with consequent sidewise lunges of the vehicle.

In prior methods of suspension in this manner, the distance between the points of attachment of the single-armed springs to the body is equal to, or less than, the dis-' tance between the axles. This mode of mounting has the defect that on shocks arising, in consequence of inequalities in the road, the up and down motion of the entire vehicle is greatly increased, and, moreover, owing to the one-sidedloading due to such shocks, the springs are subjected to strains in lateral direction. These drawbacks are entirely obviated by means of the present invention, which I will now proceed to describe in detail, reference being had to the accompanying drawings, in which- Figure 1 is a view, showing the frame mounted according to this invention. Fig. 2 is a cross section throl'lgh Fig. 1. Fig. 3 is a fragmental sectional view showing a method of suspension in which the single armed spring is fastened to a double-armed one. Fig. 4: is a sectional view illustrating a modification of the manner of suspension shown in Fig. 3. Figs. 6 and 7 are fraglllflllitll plan views illustrating three parhas heretofore been customary to fasten one end to the axle I) and the other cud to the points, such as e, at the ends of the frame (I,

so that the distance between the points of attachment 6, c is greater than the distance between the axles b, 6, instead of being less, as in the ordinary arrangement. If, 'with this construction, the springs of the two' axles are unequally loaded, such as is usually the'case when traveling over an uneven road, the swing of the frame will be less than with the customary arrangement.

In the modified constructions illustrated in Figs. 3 and 4 the single-armed springs a are attached at one end to the axle b and at the other end to double-armed springs f of familiar type, whose extremities are fastened to the vehicle-frame atg, h in suitable manner. Such waysof suspension also at} mit of the axle assuming. an inclined position relatively to the frame, as can be seen from Fig. 2. In the event, however, of onesided loading of the springs a incident to jars, in consequence of unevenness or ob-' structions in the" road, the springs are'subjected to strains not only in the vertical, but also in the lateral direction. In order to meet this, the springs a may be so constructed, or so secured, that they arecapable of adjusting themselves laterally as well as vertically.

In the arrangement shownin Fig. 5 this is attained by the springsa being attached at one end to the frame (I by means of auxiliary springs i which vibrate laterally.

According to the construction illustrated in Fig. (3 the same end is secured b the lowermost leaf of the laminated spring a being twisted at a before being secured to the axle Z). ()r, as shown in Fig. oneof the springs u may be r1gidlysecured to the frame (I, wlnle the other 1s pivotally con nected to the latter at j'with capability of motion in transverse direction. On the springs being unequally strained, the pivotal spring a can turn from the full-line into the dotted-lmc pos1t1on, wlnle the other spring a may be regarded as non-resilient in respect 1015 of lateral motion relatively to the frame (Z.

Ilavmg thus described my invention, I claim as newl. The com'iination with a vehicle frame and wheel support-,of sets of relatively short.

slightly curved, single-armed springs, each respectively secured to the wheel support and to the extremity of the vehicle frame, and the frontand rear sets respectively extending toward each other with their operative ends.

2. The combination with a vehicle frame and Wheel support,-of sets of relatively short,

slightly curved, single-armed springs, each respectively secured to the Wheel support and to the extremity of the vehicle fra 'ne, all practically Within thecontour of the vehicle frame.

3. The combination With a vehicle frame and heel support, of sets of single-armed leaf-springs, each such spring being elastically attached with one end to the respective vehicle frame end and secured with the other end to the Wheel support, and the front and rear sets respectively ext-ending toward each other from their point of elastic attachment.

In testimony whereof I. afiix my signature in presence oftwo witnesses. v ETTORE BUGATTI.

Witnesses:

WARREN E. SOHUTT, JOSEPH DOI-IMER. 

